Car construction



T. N. RUSSELL.

CAR CONSTRUCTION.

Patented July 26, 1921.

, 3 SHEETS SHEET 1.

'T. N. RUSSELL.

CAR CONSTRUCTION.

APPLICATION HLED MAYZI, 1918- 1,385,399. Patented July 26, 1921.

3 SHEETSSHEET 2- T. N. RUSSELL.

CAR cousmucnom APPLICATION FILED MAY 2L 1918.

Patented July 26, 1921.

3 SHEETS-SHEET UNITED STATES PATENT OFFICE.

THOMAS. NATHAN RUSSELL, OI CHICAGO, ILLINOIS, ASSIGNOR TO CHICAGO-CLEVE- LAND CAR ROOFING COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLI.

NOIB.

CAB CONSTRUCTION.

Specification of Letters Patent.

Patented July 26, 1921.

Original application filed January 26, 1814, Serial No. 814,519. Divided and this application filed May 27, 1918. Serial No. 238,741. a

To all whom it may concern Be it known that I, THOMAS NATHAN Ros- SELL, a citizen of the United States, and a resident of Chicago, in the State of Illinois, have invented certain new and useful -Improvements in Car Construction, of

which the following is a specification.

My present invention relates in general to car construction, and more particularl to the bodies thereof, and has special re erence to improvements in the framing of such bodies.

The principal objects of my present invention are the provision of a body construction involving the use of metallic members, wherein a given weight of metal is most advantageousl employed in the pro duction of a body 0 maximum rigidity and strength, a minimum of weight, simplicity of manufacture, avoidance of waste of material, and low cost; the provision of an improved arrangement of end post construction; the provision of an im roved 'carline construction which is adaptab e for employment as a component part of a composite end plate construction; the provision of 1mproved means for securing the posts to the end plate, and the end plate in turn to the other members of the car framing, in order to secure the greatest strength and rigidity of the frame and roof construction, and attain the greatest resistance to all bending moments and other stresses, together with such other objects as may hereinafter appear.

Certain constructions involving 111. part my present improvements are shown in my co-pending application for Letters Patent, Serial No. 814,519, filed January 26, 1914, of which the present application is a division.

In attaining the foregoing objects, and certain additional advantages to be below disclosed, I have provided the construction illustrated in the accompanying drawings, wherein- Figure 1 is a perspective view of a portion of a car framing embodying my present improvements; I

Fig. 2 is an end view of a car body employing the framing of Fig. 1, the outer sheathing being partially removed and certain of the parts being shown in section.

before the filler blockis placed in position to form the composite end plate structure; Fig. 9. is a fragmentary longitudinal view, partly in vertical section, of the upper right and corner of the structure of Fig. 1, illustrative of the manner of attaching the end poflts to the composite end plate structurej an Fig. 10 is a sectional view taken on the line l010 of Fig. 9.

Referring first more particularly to Fig. 1 of the drawings, it will be noted that I have here shown a car framing and body employing side sills 10-10, center sills 11, 11, in termediate sills 12, 12, an end sill 13, corner posts 14, 14, counter braces 15, 15, side posts 16, 16, side plates 17, 17, and nurlins 18, 18, the construction thus far described being a common one in the art of car construction, the purlins 18 being supported at their ends by end plates 19, and intermediately by carlines 20, both of special construction, which I will proceed to discuss more fully in connection with Figs. 2, and 4 to 8, and said end plates being in turn supported in part by the end posts 21, which I will proceed to discuss more fully in connection with Figs. 2, 3, 9 and 10..

In manufacturing the carlines 20, embodying my present improvements, I preferably employ a flat rectangular piece 30 (Fig. 7) of sheet or plate metal, or similar suitable material, and press outwardly oppositely inclined flanged portions 31, 32, b bending the sheet along the line indicated at 33 until the portions 31, 32 assume a position at substantially a right angle to the horizontal plane of the strip, the oppositely inclined flanges 31, 32 forming what for the purpose of convenience I will term the compression portion of the carline or end plate, simultaneously pressing outwardly in the opposite direction from such plane as opposite y inclined tension portions, flanges 34 and 35 (which may be seen on inspection of Figs.

2, and 6 to 8), which last named tension portions are formed b bendlng the sheet along the line indicate at 36, and simultaneously giving the web 37 thus formed the reversely curved S or 2 section clearly to be seen on viewing Figs. 4 and 5. The carline 20 of sa d figures and the composite end plate 19 are of substantially the same construction, save that the composite end plate su ports a filler-block indicated at 19".

y the emplioyment of suitable dies, cutouts may be m .e as indicated at 39, 39, for the formation of brackets 40, 40 (see Figs. 1 and 2), adapted to bear against the side plates 17, 17, and of hange in position, as by bolts 41, 41, bracing the end plates or carlines against horizontal or rocking movement relatlvely to the side plates 17, 17, the formation of said brackets 40-4O leaving outwardly projecting hangers 42-42 by means of which the carline 22 may be suspended from the plates 17 bolts 43 (Fig. 1) being conveniently employed for securing the carline in predetermined osition.

As will be apparent on inspection of Figs. 2 and 6, the formation of my improved end plate or carline by the methodjust described will provide oppositely inclined compression surfaces 31, 32, graduall increasing in width from thecenter of t e end plate 19 toward the ends thereof, and thereby giving a maximum width to the projecting hanger portions 42, 42, whereby an additional bracing effect against horizontal strains may be attained, the method referred to further providing tension surfaces 34 and 35 which taper from the center of the carline toward the end thereof, thereby affording a maximum amount of materia for the formation of the brackets .40, 40.

On viewing Fig. 2 it will be observed that for the purpose of bringing the ends of the roof sheathing directly down upon the ends of the carlines, that is, upon the hangers 42 thereof, and thereby when intermediate purlins 18 are employed, avoiding the necessity of using filler-blocks at such ends, I provide the carlines with bends, as indicated at 44, 44, whereby the principal advantages of my present construction are all retained, but the roof construction is somewhat simplified.

On viewin Figs. 4 and 5 it will be observed that t e compression surfaces 31 and tension surfaces 35 are preferably extended in opposite directions relatively to the curved web 37, this affording a rest or support for the filler-block 19 of the end plate 19, as is clearly to be seen from inspection of such figures.

Referring now more particularly to Figs. 1 and 3, it will be observed that the end posts rs when secured 21 are preferably of I-beam construction, the surfaces of the web 44 thereof being disposed in a plane parallel to the longitudinal was of the car, instead of transverse thereof as is the common practice, the outer ends of such web being cut away from the flanges and bent at a right angle to the body of such web, as indicated at 45, whereb the ma be attached to the end sill 13 *ig. 1

an the composite end plate structure 19, (Figs. 9 and 10), the outer. flan e 46 being cut away and the inner flange 4 bent at a right angle to the body thereof, as indicated at 48 (Fig. 1), whereby it likewise may be attached to the end sill 13 and the composite end plate structure 19.

The structure just described is advantageous in the following respects, viz.: by the disposition of the web in the manner indicated a greater resistance to bending strains is attained than when the web is arranged transversely of the axis of the car. Furthermore nailing blocks 50, 50 ma be inset between the opposed flanges 46, 4; (see Fig. 3) and held in position by intermediate braces 51, 51 nailed thereto, as indicated at 52, 52 (see Fig. 2) such nailing blocks 50, 50 forming bases to which the outer sheathing 53 and inner sheeting 54 may be nailed as shown.

Further reference to Fig. 1, it will be observed that the opposite end plate structure 19 is secured by means of tie members 35', 35 to the roof carline 20 which is arranged immediately to the rear of the end of the car. Such arrangement further serving to secure the end plate construction in place and prevent it from dislodgement therefrom in the event of severe shock. The carline 20 and the diagonal members 35, 35 form in effect an interior triangular truss frame secured at one corner to the mid ortion of said end plate or member 19, an at the other corners to said side plates. Each diagonal member 35 forms with the adjacent t1e member 35 a frame forming a bracing structure between the end plate or member 19 and the carline 20.

Having thus described my invention and illustrated its use, what I claim as new and desire to secure by Letters Patent is:

1. A car framing construction com rising the combination with longitudina side plates, a transverse end plate, and a carline, of a unita structure for bracing the car and having a diagonal member attached at one end to said end plate and at the other-end to said carline and a member substantially parallel to said side plates connected at one end to said carline and at the other end to said end plate.

2. A car framing construction com rising the combination with longitudina side plates, and a transverse end plate of a substantially triangular unitary truss frame 180 connected at one corner to the mid-portion of said end plate and at the other corners to said side plates to brace the car end.

3. A car framing construction com rising the combination with longitudina side plates, and a transverse end plate of a substantially triangular truss frame connected at one corner to the mid-portion of said end plate, and at the other corners to said side plates, and members substantially parallel to said side plates, each connected at one end to said frame and at the other end to said end plate.

4. A car framing construction com risingthe combination with longitudina side plates, a transverse end plate, and a carline, of a pair of diagonal members each attached at one end adjacent to the mid-point of said end plate and at the other end to said carline,

and a air of members substantially parallel to sai side plates each connected at one end to said end plate and at the other end to said carline adjacent to the point of attachment of said diagonal members.

5. A car framing construction comprising the combination Wlth the longitudinal side plates and the transverse exterior end member of a car body, of an interior truss frame connected'to the exterior end member and to the longitudinal side plates for strengthening the car roof end.

In testimony whereof I have hereunto sigped my name in the presence of the two su scribin witnesses.

TH MAS NATHAN RUSSELL.

Witnesses:

R. C. MUNRo, R. CONWAY. 

